DOCSLIB.ORG

Electric and Hybrid Vehicle Testing

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Electric and Hybrid Vehicle Testing 2002-01-1916 Electric and Hybrid Vehicle Testing James E. Francfort Idaho National Engineering and Environmental Laboratory Lee A. Slezak U.S. Department of Energy Copyright © 2002 Society of Automotive Engineers, Inc. ABSTRACT Today’s advanced-technology vehicles (ATVs) feature as well as general information about ATVs, such as how hybrid-electric engines, regenerative braking, advanced they work and their histories. electric drive motors and batteries, and eventually fuel cell engines. There is considerable environmental and The Field Operations Program signed a 5-year testing regulatory pressure on fleets to adopt these vehicles, agreement in 1999 with the following group of Qualified resulting in high-risk purchase decisions on vehicles that Vehicle Testers (QVTs): do not have documented performance histories. The Department of Energy’s Field Operations Program tests • Electric Transportation Applications (lead partner) ATVs and disseminates the results to provide accurate • American Red Cross. and unbiased information on vehicle performance • Arizona Public Service (http://ev.inel.gov/fop). Enhancing the fleet manager’s • Bank One of Arizona knowledge base increases the likelihood that ATVs will • Potomac Electric Power Company be successfully and optimally placed into fleet missions. • Salt River Project • Southern California Edison (SCE) The ATVs are tested using one or more methods - • Southwest Airlines Baseline Performance, Accelerated Reliability, and Fleet • Virginia Power. Testing. The Program and its 10 testing partners have tested over three-dozen electric and hybrid electric DOE’s Office of Transportation Technologies (under the vehicle models, accumulating over 4 million miles of Office of Energy Efficiency and Renewable Energy) testing experience. The Program has initiated the manages the Field Operations Program. The Program additional testing of neighborhood, urban, and hybrid works with commercial and government fleets, and electric vehicles and hydrogen-powered vehicles. industry groups to support the testing and deployment of ATVs in today’s evolving transportation market. Test INTRODUCTION procedures are developed jointly with industry stakeholders to measure real-world performance. The The Field Operations Program provides fleet managers Program’s activities comprise four areas: and other potential advanced technology vehicle (ATV) users with accurate and unbiased information on vehicle • Light-Duty Electric Vehicles (EVs) performance. This allows the purchaser to make • Light-Duty Hybrid Electric (HEVs) and Fuel Cell informed decisions about acquiring and operating ATVs. Vehicles Vehicle information is obtained by testing ATVs in • Light-Duty Alternative Fuel Vehicles conjunction with industry partners and disseminating the • Medium- and Heavy-Duty Advanced Technology testing results. The ATVs are tested using three methods Vehicles. - Baseline Performance Testing, Accelerated Reliability Testing, and Fleet Testing. The testing results are disseminated via Program’s Website in the form of The Idaho National Engineering and Environmental vehicle fact sheets, summary reports, and survey results Laboratory manages the first two program areas. These (http://ev.inel.gov/fop). Additional information on the testing activities and the results are discussed below. Website includes testing specifications and procedures, LIGHT-DUTY ELECTRIC VEHICLE TESTING Drive Cycle Range - Kilometers The Field Operations Program, in conjunction with its Average PbA QVT partners, uses several testing methods to validate Average NiMH light-duty electric vehicle (EV) performance. The testing EP I C ( Ni MH) results are discussed by testing method. Ranger (NiMH) EV1 ( Ni MH) EV BASELINE PERFORMANCE TESTING METHODS - S-10 (NiMH) The Field Operations Program has traditionally used two Baseline Performance testing methods, EVAmerica and RAV4 ( NiMH) Pomona Loop testing. Ranger ( PbA) Chev S-10 (PbA) EVAmerica Testing Results - The EVAmerica testing is EV1 ( P bA ) conducted by Electric Transportation Applications on RAV4 ( PbA) closed tracks and dynamometers and the results are highly repeatable.1 The test parameters include Solect ria Force (NiMH) acceleration, three types of range tests, gradeability, Solect ria E10 (PbA) handling, charging, maximum speed, braking, and 0 20 40 60 80 100 120 140 160 180 200 220 240 minimum safety standards that the vehicles must meet. Figure 2. EVAmerica individual testing results for SAE The Program and its testing partners have conducted J1634 drive cycle tests. (Not all vehicles shown). EVAmerica Baseline Performance testing on 21 vehicle models since 1994. Test vehicles include the Chevrolet The 1998 results were driven by the nickel-metal-hydride S-10, Chrysler EPIC, Ford Ranger, General Motors EV1, (NiMH) equipped EV1 from General Motors. The EV1 and Toyota RAV4. These vehicles were equipped with has the highest test results to date, going 356 km in the nickel-metal-hydride (NiMH) battery packs. The test 72-km/h constant speed test and 259 km in the 97-km/h results provide a good characterization of vehicle constant speed test. The two pickups tested during 1999 performance. The testing has documented range were also equipped with NiMH batteries and they increases of up to 150% when comparing the 1998 test averaged 143 km for the drive-cycle test, 198 km in the vehicles to the 1994 test vehicles (Figure 1). The 1998 72 km/h constant speed test, and 130 km in the 97-km/h results include a drive-cycle2 range of 225 kilometers constant speed test. The 1999 results did not increase (km) for the General Motors EV1 (Figure 2). (For all compared to the 1998 tests; vehicles other than the EV1 classes of EVs, the basis for drive cycle dynamometer with NiMH batteries could not replicate the 1998 results. testing is SAE J1632). The average annual acceleration tests (performed at Driving Cycle Range - Kilometers 50% state-of-charge) show an overall increase in vehicle performance (Figure 3). The average time to accelerate 18 0 . 0 from 0 to 80 km/h has decreased from 24 seconds 16 0 . 0 Acceleration 0 to 80.5 km/h (50% SOC) - Seconds 14 0 . 0 12 0 . 0 30.0 10 0 . 0 80.0 25.0 60.0 20.0 40.0 20.0 15. 0 0.0 10 . 0 1994 1995 1996 1997 1998 1999 5.0 Figure 1. EVAmerica drive cycle (SAE J1634) 0.0 19 9 4 19 9 5 19 9 6 19 9 7 19 9 8 19 9 9 average (mean) annual testing results. All three of the range tests (Driving Cycle, Constant Figure 3. Mean EVAmerica acceleration Speeds at 72 and 97 km/h) exhibit similar trends – an testing results. overall continuing improvement in EV performance. The recorded during 1994 to 12 seconds for the 1999 test 1997 decreases in range can be attributed to the type of vehicles. The lead-acid EV1, tested during 1996, had a 0 vehicles tested that year. Both of the 1997 test vehicles to 80-km/h acceleration time of 6.7 seconds at a 50% were pickups, with lead-acid batteries and high payloads, state-of-charge. At 100% state-of-charge, the EV1 intended for use in utility types of fleet applications. accelerated from 0 to 80 km/h in 6.3 seconds. The single most important factor for increasing vehicle Table 1. Definition of the Urban and Freeway Pomona range is the amount of kWh stored in a vehicle’s battery. Loop testing scenarios. (Min – minimum, Max – Increasing the kWh can be accomplished by increasing Maximum, A/C – air conditioning) the number of batteries onboard or using a higher- capacity battery technology. NiMH batteries were used Urban Loops on seven vehicles to increase range. The higher specific UR1 Minimum payload, no auxiliary loads energy of NiMH batteries is evident when looking at Figure 4. During 1995, two out of the three test vehicles UR2 Min payload, A/C high, headlights low, radio on were equipped with NiMH batteries, as were all five UR3 Maximum payload, no auxiliary loads vehicles tested during 1998 and 1999. During 1994, 1996, and 1997, lead-acid batteries were used in 12 of UR4 Max payload, A/C high, headlights low, radio on the 13 vehicles tested (one 1994 vehicle used nickel-iron Freeway Loops batteries). The watt-hours per kilogram of the two NiMH battery packs used in the 1999 test vehicles is 130% FW1 Minimum payload, no auxiliary loads greater than the lead-acid battery packs in the two 1997 FW2 Min payload, A/C high, headlights low, radio on test vehicles. FW3 Maximum payload, no auxiliary loads Drive Cycle specific Energy - Wh\ Kg FW4 Max payload, A/C high, headlights low, radio on 60 The Pomona Loop testing results displayed in Figure 5 50 include the minimum and maximum testing results for all eight Urban and Freeway tests. The graph ranges 40 include the four testing scenarios for each Loop. 30 20 Po mo na Lo op M inimum and M aximum R ang es 10 0 Rang er PbA 19 9 4 19 9 5 19 9 6 19 9 7 19 9 8 19 9 9 Honda EV Plus EV 1 PbA Figure 4. Average (mean) specific energy (watt- EPIC PbA hours per kilogram) of the EVAmerica test S-10 Delphi vehicles. S-10 NiM H Nissan A lt ra Pomona Loop Testing Results - The Field Operations EPIC NiM H Program also supports the Urban and Highway Pomona Ranger NiM H Loop Baseline Performance testing conducted in Southern California. In addition to confirming EVAmerica RAV4 Inductive test results, the Pomona Loop testing sometimes S-10 Panasonic provides access to vehicles that are only available in EV1 Panasonic PbA California. In contrast to the “closed track” nature of the RAV 4 Cond uct ive EVAmerica Baseline Performance tests, the Pomona 0 20 40 60 80 100 120 140 160 180 200 Loop tests are performed on Southern California urban Kilomet ers streets and area freeways. Some fleet managers prefer the nature of the Pomona Loop on-road testing rather than the dynamometer evaluation of the EVAmerica methodology.
Load more

Recommended publications
  • System Dynamics Simulation of Income Distribution and Electric Vehicle Diffusion for Electricity Planning in South Africa by Nalini Sooknanan Pillay
    System Dynamics Simulation of Income Distribution and Electric Vehicle Diffusion for 25 JulyElectricity 2016 Planning in South Africa By Nalini Sooknanan Pillay Dissertation presented for the degree of Doctor of Philosophy in the Department of Industrial Engineering at Stellenbosch University Supervisor: Prof AC Brent Co-supervisor: Prof JK Musango Co-supervisor: Prof SS Grobbelaar December 2018 Stellenbosch University https://scholar.sun.ac.za Declaration By submitting this dissertation electronically, I declare that the entirety of the work contained therein is my own, original work, that I am the sole author thereof (save to the extent explicitly otherwise stated); that reproduction and publication thereof by Stellenbosch University will not infringe any third party rights; and that I have not previously, in its entirety or in part, submitted it for obtaining any qualification. Date: December 2018 Copyright © 2018 Stellenbosch University All rights reserved 2 Stellenbosch University https://scholar.sun.ac.za Abstract The electricity generation industry has developed a symbiotic interdependence with the social, environmental, economic and political ecologies in the country, resulting in divergent complexities, which require non-linear model-based planning methodologies. Some of the determinants influencing the power industry include technologies, such as battery electric vehicles (BEVs), which have gained prominence as a possible option to support South Africa’s climate change commitments. This study used an adapted system dynamics modelling process to determine the provincial affordability of BEVs in South Africa so that amended regional forecasts of BEVs could be established to plan for charging infrastructure, environmental impacts in the energy and transport sectors, as well as changes in electricity consumption.
    [Show full text]
  • Hydrogen Fuel Cell Vehicles in Tunnels
    SAND2020-4507 R Hydrogen Fuel Cell Vehicles in Tunnels Austin M. Glover, Austin R. Baird, Chris B. LaFleur April 2020 Sandia National Laboratories is a multimission laboratory managed and operated by National Technology and Engineering Solutions of Sandia, LLC, a wholly owned subsidiary of Honeywell International Inc., for the U.S. Department of Energy’s National Nuclear Security Administration under contract DE-NA0003525. 2 ABSTRACT There are numerous vehicles which utilize alternative fuels, or fuels that differ from typical hydrocarbons such as gasoline and diesel, throughout the world. Alternative vehicles include those running on the combustion of natural gas and propane as well as electrical drive vehicles utilizing batteries or hydrogen as energy storage. Because the number of alternative fuels vehicles is expected to increase significantly, it is important to analyze the hazards and risks involved with these new technologies with respect to the regulations related to specific transport infrastructure, such as bridges and tunnels. This report focuses on hazards presented by hydrogen fuel cell electric vehicles that are different from traditional fuels. There are numerous scientific research and analysis publications on hydrogen hazards in tunnel scenarios; however, compiling the data to make conclusions can be a difficult process for tunnel owners and authorities having jurisdiction over tunnels. This report provides a summary of the available literature characterizing hazards presented by hydrogen fuel cell electric vehicles, including light-duty, medium and heavy-duty, as well as buses. Research characterizing both worst-case and credible scenarios, as well as risk-based analysis, is summarized. Gaps in the research are identified to guide future research efforts to provide a complete analysis of the hazards and recommendations for the safe use of hydrogen fuel cell electric vehicles in tunnels.
    [Show full text]
  • Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy
    Review Comparison of Hydrogen Powertrains with the Battery Powered Electric Vehicle and Investigation of Small-Scale Local Hydrogen Production Using Renewable Energy Michael Handwerker 1,2,*, Jörg Wellnitz 1,2 and Hormoz Marzbani 2 1 Faculty of Mechanical Engineering, University of Applied Sciences Ingolstadt, Esplanade 10, 85049 Ingolstadt, Germany; [email protected] 2 Royal Melbourne Institute of Technology, School of Engineering, Plenty Road, Bundoora, VIC 3083, Australia; [email protected] * Correspondence: [email protected] Abstract: Climate change is one of the major problems that people face in this century, with fossil fuel combustion engines being huge contributors. Currently, the battery powered electric vehicle is considered the predecessor, while hydrogen vehicles only have an insignificant market share. To evaluate if this is justified, different hydrogen power train technologies are analyzed and compared to the battery powered electric vehicle. Even though most research focuses on the hydrogen fuel cells, it is shown that, despite the lower efficiency, the often-neglected hydrogen combustion engine could be the right solution for transitioning away from fossil fuels. This is mainly due to the lower costs and possibility of the use of existing manufacturing infrastructure. To achieve a similar level of refueling comfort as with the battery powered electric vehicle, the economic and technological aspects of the local small-scale hydrogen production are being investigated. Due to the low efficiency Citation: Handwerker, M.; Wellnitz, and high prices for the required components, this domestically produced hydrogen cannot compete J.; Marzbani, H. Comparison of with hydrogen produced from fossil fuels on a larger scale.
    [Show full text]
  • Why Electromobility and What Is It?
    2 WHY ELECTROMOBILITY AND WHAT IS IT? Anders Grauers Department of Signals and Systems, Chalmers University of Technology* Steven Sarasini Department of Energy and Environment, Chalmers University of Technology** Magnus Karlström Chalmers Industriteknik * Automatic control research group ** Division of Environmental Systems Analysis Chapter reviewer: Björn Sandén, Environmental Systems Analysis, Energy and Environment, Chalmers In this chapter we examine the notion of electromobility and aim to provide a working definition of the term that underpins the analyses presented in the rest of this e-book. We also describe electromobility in technological terms by presenting various technological configurations of electric vehicles, charging infrastructure and energy supply. We then proceed to examine why electromobility is currently supported as a favourable means to transform road transport by discussing drivers and barriers of change in the automotive industry. Whilst electromobility repre- sents a significant technical challenge, it also requires complex social changes. By arguing from different perspectives we hope to illustrate that electromobility is best understood by considering a range of systemic perspectives found in this and later chapters of this e-book. WHAT IS ELECTROMOBILITY? In this e-book we define electromobility as a road transport system based on vehicles that are propelled by electricity. Some road vehicles are equipped with technologies that make them capable of producing their own electricity (e.g. hybrid electric vehicles). Others utilise energy supplied by a source of electricity outside the vehicle – usually the electric grid. This definition works well for battery electric vehicles as well as for vehicles that do not store electrical energy such as trolley busses.
    [Show full text]
  • The California Greenhouse Gas Initiative and Its Implications to the Automotive Industry
    The California Greenhouse Gas Initiative and Its Implications to the Automotive Industry June, 2005 Prepared for The Center for Transportation Research Argonne National Laboratory and the United States Department of Energy by the Center for Automotive Research Ann Arbor, MI 1 Acknowledgements As with any project, this report is the result of many people contributing in many ways. The authors of this report would like to thank Karen Esper and Diana Douglass, who contributed greatly by creating and formatting the document. Their expertise and patience were critical to the project’s success. Chris Gulis and Emilio Brahmst spent many long hours researching, documenting and detailing powertrain technologies and manufacturing processes. Dr. Richard Gerth created, applied, and wrote analysis for the single and multiple Logit statistical models used for forecasting. Dr. Gerth also served as an advisor for the regression modeling, and overall statistical analysis. Jillian Lindsay Gauthier contributed by assisting with the statistical modeling and overall document review. Chris Powers also added document review support. Finally, we would like to thank those in the automotive industry that took time to guide the authors. This topic presents many challenges, not the least of which being the political risks involved in participating in any discussion. The arena of advanced powertrain technology—is a highly controversial and emotional issue. Several industry experts were willing to rise above the fray and offer their time and highly knowledgeable insight into the many challenges of advanced powertrain technology. For this, CAR is greatly appreciative. Brett C. Smith, Assistant Director, Manufacturing Engineering and Technology Raymond T. Miller, Research Assistant 2 Executive Summary Introduction CAR undertook this investigation to better understand the costs and challenges of a local (state) regulation necessitating the implementation of alternative or advanced powertrain technology.
    [Show full text]
  • EPRI Journal--Driving the Solution: the Plug-In Hybrid Vehicle
    DRIVING THE SOLUTION THE PLUG-IN HYBRID VEHICLE by Lucy Sanna The Story in Brief As automakers gear up to satisfy a growing market for fuel-efficient hybrid electric vehicles, the next- generation hybrid is already cruis- ing city streets, and it can literally run on empty. The plug-in hybrid charges directly from the electricity grid, but unlike its electric vehicle brethren, it sports a liquid fuel tank for unlimited driving range. The technology is here, the electricity infrastructure is in place, and the plug-in hybrid offers a key to replacing foreign oil with domestic resources for energy indepen- dence, reduced CO2 emissions, and lower fuel costs. DRIVING THE SOLUTION THE PLUG-IN HYBRID VEHICLE by Lucy Sanna n November 2005, the first few proto­ vide a variety of battery options tailored 2004, more than half of which came from Itype plug­in hybrid electric vehicles to specific applications—vehicles that can imports. (PHEVs) will roll onto the streets of New run 20, 30, or even more electric miles.” With growing global demand, particu­ York City, Kansas City, and Los Angeles Until recently, however, even those larly from China and India, the price of a to demonstrate plug­in hybrid technology automakers engaged in conventional barrel of oil is climbing at an unprece­ in varied environments. Like hybrid vehi­ hybrid technology have been reluctant to dented rate. The added cost and vulnera­ cles on the market today, the plug­in embrace the PHEV, despite growing rec­ bility of relying on a strategic energy hybrid uses battery power to supplement ognition of the vehicle’s potential.
    [Show full text]
  • Electric Drive by '25
    ELECTRIC DRIVE BY ‘25: How California Can Catalyze Mass Adoption of Electric Vehicles by 2025 September 2012 About this Report This policy paper is the tenth in a series of reports on how climate change will create opportunities for specific sectors of the business community and how policy-makers can facilitate those opportunities. Each paper results from one-day workshop discussions that include representatives from key business, academic, and policy sectors of the targeted industries. The workshops and resulting policy papers are sponsored by Bank of America and produced by a partnership of the UCLA School of Law’s Environmental Law Center & Emmett Center on Climate Change and the Environment and UC Berkeley School of Law’s Center for Law, Energy & the Environment. Authorship The author of this policy paper is Ethan N. Elkind, Bank of America Climate Policy Associate for UCLA School of Law’s Environmental Law Center & Emmett Center on Climate Change and the Environment and UC Berkeley School of Law’s Center for Law, Energy & the Environment (CLEE). Additional contributions to the report were made by Sean Hecht and Cara Horowitz of the UCLA School of Law and Steven Weissman of the UC Berkeley School of Law. Acknowledgments The author and organizers are grateful to Bank of America for its generous sponsorship of the workshop series and input into the formulation of both the workshops and the policy paper. We would specifically like to thank Anne Finucane, Global Chief Strategy and Marketing Officer, and Chair of the Bank of America Environmental Council, for her commitment to this work.
    [Show full text]
  • Making Markets for Hydrogen Vehicles: Lessons from LPG
    Making Markets for Hydrogen Vehicles: Lessons from LPG Helen Hu and Richard Green Department of Economics and Institute for Energy Research and Policy University of Birmingham Birmingham B15 2TT United Kingdom Hu: [email protected] Green: [email protected] +44 121 415 8216 (corresponding author) Abstract The adoption of liquefied petroleum gas vehicles is strongly linked to the break-even distance at which they have the same costs as conventional cars, with very limited market penetration at break-even distances above 40,000 km. Hydrogen vehicles are predicted to have costs by 2030 that should give them a break-even distance of less than this critical level. It will be necessary to ensure that there are sufficient refuelling stations for hydrogen to be a convenient choice for drivers. While additional LPG stations have led to increases in vehicle numbers, and increases in vehicles have been followed by greater numbers of refuelling stations, these effects are too small to give self-sustaining growth. Supportive policies for both vehicles and refuelling stations will be required. 1. Introduction While hydrogen offers many advantages as an energy vector within a low-carbon energy system [1, 2, 3], developing markets for hydrogen vehicles is likely to be a challenge. Put bluntly, there is no point in buying a vehicle powered by hydrogen, unless there are sufficient convenient places to re-fuel it. Nor is there any point in providing a hydrogen refuelling station unless there are vehicles that will use the facility. What is the most effective way to get round this “chicken and egg” problem? Data from trials of hydrogen vehicles can provide information on driver behaviour and charging patterns, but extrapolating this to the development of a mass market may be difficult.
    [Show full text]
  • Who Killed the Electric Car?
    Who Killed the Electric Car? On Sunday, October 29, The Salt Spring Island Energy Strategy Task Force sponsored a special showing of the documentary film "Who Killed the Electric Car?," followed by a panel discussion. The film was a rivitting case study of why solutions to the energy crisis are so hard to implement. Electric cars seemed a logical part of the energy equation, with lower comsumption than interal combustion engines and no tailpipe emmissions in the bargain. They were made available on a limited basis by the auto industry - primarily in response to a California "Clean Air" regulation, but the industry claimed there was no market for the cars. The car manufacturers pulled them off the roads and ceased production when the regulations were recinded by the California Air Resources Board. The owners of the electric cars fought to keep them, having been sold on their advantages, but in the end the cars were scrapped, "the body was disposed of." In looking at this "Environmental Crime," the film fingers severl suspects: the consumer, the auto industry, the oil industry, the government, the California Air Resources Board, and even the hydrogen fuel cell, touted by the industry as a better alternative. Of these, only the Battery is absolved. Stan and Iris Ovshansky, inventors of the battery technology used in the General Motors EV1 car, had their company bought out by oil company interests. Frustrated in their goal of large scale production for the transportation industry, they now focus on photovoltaic technology. Even though battery technology has improved, electric cars are a rarity.
    [Show full text]
  • Zero Emission Design Paper (PDF)
    Design and Construction of a High-Efficiency Electric Drivetrain for a Zero-Emissions Snowmobile Nick J. Rakovec, Adam R. Schumacher, Kevin R. King Daniel Bocci, Ethan K. Brodsky, Glenn R. Bower University of Wisconsin–Madison Copyright © 2008 SAE International ABSTRACT The University of Wisconsin - Madison Clean INTRODUCTION Snowmobile team has designed and constructed an electric snowmobile with 32 km (20 mi) range and In 2004, the Society of Automotive Engineers (SAE), in acceleration comparable to a 75+ kW (100+ hp) internal- partnership with the National Science Foundation (NSF), combustion-powered snowmobile. Starting with an created an additional event in the Clean Snowmobile Polaris IQ Fusion chassis, a direct-drive chaincase was Competition (CSC) with the goal of encouraging the engineered to couple a General Motors EV1 copper-bar development of zero-emissions utility snowmobiles to rotor AC Induction electric motor to the stock track drive support scientific research. A number of environmental paddle. Eighty-four 28 V, 2.8 A-hr Lithium-Ion battery research projects taking place at locations such as modules supplied by Milwaukee Tool compose a battery Summit Station (Greenland) and South Pole Station pack that stores 6.2 kW-hours of energy at a nominal (Antarctica) involve sampling air and snow for global voltage of 336 V. Power is transmitted to the electric atmospheric pollutants which occur in levels of parts per motor via an Azure Dynamics DMOC445LLC motor billion. Visiting or even approaching these sites with controller. All of the components fit within the original conventional snowmobiles or more generally any sled envelope, leading to a vehicle with conventional internal-combustion powered vehicle can significantly appearance and a total mass of 326 kg (717 lb).
    [Show full text]
  • Green Illusions Is Not a Litany of Despair
    “In this terrific book, Ozzie Zehner explains why most current approaches to the world’s gathering climate and energy crises are not only misguided but actually counterproductive. We fool ourselves in innumerable ways, and Zehner is especially good at untangling sloppy thinking. Yet Green Illusions is not a litany of despair. It’s full of hope—which is different from false hope, and which requires readers with open, skeptical minds.”— David Owen, author of Green Metropolis “Think the answer to global warming lies in solar panels, wind turbines, and biofuels? Think again. In this thought-provoking and deeply researched critique of popular ‘green’ solutions, Zehner makes a convincing case that such alternatives won’t solve our energy problems; in fact, they could make matters even worse.”—Susan Freinkel, author of Plastic: A Toxic Love Story “There is no obvious competing or comparable book. Green Illusions has the same potential to sound a wake-up call in the energy arena as was observed with Silent Spring in the environment, and Fast Food Nation in the food system.”—Charles Francis, former director of the Center for Sustainable Agriculture Systems at the University of Nebraska “This is one of those books that you read with a yellow marker and end up highlighting most of it.”—David Ochsner, University of Texas at Austin Green Illusions Our Sustainable Future Series Editors Charles A. Francis University of Nebraska–Lincoln Cornelia Flora Iowa State University Paul A. Olson University of Nebraska–Lincoln The Dirty Secrets of Clean Energy and the Future of Environmentalism Ozzie Zehner University of Nebraska Press Lincoln and London Both text and cover are printed on acid-free paper that is 100% ancient forest free (100% post-consumer recycled).
    [Show full text]
  • PHEV-EV Charger Technology Assessment with an Emphasis on V2G Operation
    ORNL/TM-2010/221 PHEV-EV Charger Technology Assessment with an Emphasis on V2G Operation March 2012 Prepared by Mithat C. Kisacikoglu Abdulkadir Bedir Burak Ozpineci Leon M. Tolbert DOCUMENT AVAILABILITY Reports produced after January 1, 1996, are generally available free via the U.S. Department of Energy (DOE) Information Bridge. Web site: http://www.osti.gov/bridge Reports produced before January 1, 1996, may be purchased by members of the public from the following source. National Technical Information Service 5285 Port Royal Road Springfield, VA 22161 Telephone: 703-605-6000 (1-800-553-6847) TDD: 703-487-4639 Fax: 703-605-6900 E-mail: [email protected] Web site: http://www.ntis.gov/support/ordernowabout.htm Reports are available to DOE employees, DOE contractors, Energy Technology Data Exchange (ETDE) representatives, and International Nuclear Information System (INIS) representatives from the following source. Office of Scientific and Technical Information P.O. Box 62 Oak Ridge, TN 37831 Telephone: 865-576-8401 Fax: 865-576-5728 E-mail: [email protected] Web site: http://www.osti.gov/contact.html This report was prepared as an account of work sponsored by an agency of the United States Government. Neither the United States Government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise, does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States Government or any agency thereof.
    [Show full text]